Vehicle signal



H. J. MURRAY JR 2,320,641

VEHICLE SIGNAL June 1, 1943.

2 Sheets-Sheet 1 Original Filed July 9, 1936 Fig. 7 Fig. 8

June 1, 1943. H. J. MURRAY, JR 2,320,641

VEHICLE SIGNAL 2 Sheets-Sheet 2 Original Filed July 9, 1936 HINWNWR lefr r enr s gnal llghT Patented June l, 1943 VEHICLE SIGNAL Howard J. Murray,-Jr., New York, N. Y.

Continuation of application Serial No. 89,700, July 9, 1936. This application 'May 10, 1939,

Serial No. 272,798

10' Claims.

The present invention relates to signalling, and specifically to that type of signalling by which the operator of a vehicle equipped with braking and steering mechanisms may indicate certain of his intentions to persons exterior of the vehicle.

This is a continuation of application Serial Number 89,700 filed July 9, 1936, as to all common subject matter.

One subject of the invention is to provide a pair of signal lights on such a vehicle, and to control their energization so' that they may singly or in combination provide the following indications to persons exterior of the vehicle- 1. The presence of the vehicle (tail light).

2. The intent of the operator to suddenly decrease the rate of motion of the vehicle (stop light).

3. The intent of the operator to change the direction of horizontal motion of the vehicle (direction signallight) 4. Indication (1) plus indication (3) concurrently.

5. Indication (2) plus indication (3) concurrently.

Another object of the invention is to provide a control switch having a neutral position and two direction signalling positions which may be selectively actuated by the vehicle operator prior to making a contemplated turn.

A further object is to provide for the automatic return of this control switch to neutral position when the turn is actually made.

A still further object is to provide for the automatic return of this control switch to neutral position a predetermined interval of time after its actuation to a direction signalling position in the event that the contemplated turn is not made within this interval.

Still another object is to provide for a change of intention on the part of the vehicle operator by enabling him to instantly alter the position of this control switch at any time irrespective of the status of the automatic returning means.

In addition the invention proposes to eliminate the necessity of employing electro-magnets or other magnetizing devices to hold this control switch in a direction signalling position.

Another object of the invention is to provide a direction signal light which will be intermittently energized, and to provide, when necessary, a reference light for this direction signal light, so that during periods of poor visibility an observer will know that an intermittent light appearing to the right of a constantly energized light indicates an intent of the warning operator to turn his Vehicle to the right. Correspondingly, an observer seing an intermittently energized light on the left of a steady light will know that the operator of the vehicle on which the lights are located intends to turn to the left.

In one embodiment the invention has as an object the employment of two single-filament electric lamps, whereby one lamp may flash as a direction signal while the other lamp operates concurrently as a constantly energized tall or stop signal. Since this constantly energized lamp is performing the function of a reference light simultaneously with its function as a tall or stop signal, it will be seen that each lamp may act, at the will of the vehicle operator, in a quadruple capacitynamely, asa stop signal, as 'a tail signal, as a direction signal, and as a reference signal. I V v In one embodiment the invention provides for a complete signalling system utilizing only two wires, the minimum number possible from the front part of the vehicle to the rear, and employ-. ing no lamps, sockets, containers or other signalling apparatus on the rear of the vehicle in addition to a pair of single-filament electric bulbs. l a

In another embodiment four single-filament electric bulbs are employed, two on each side at the rear of the vehicle. In this system the direction signal light may,if desired, be in a separate casing from the stop and tail light, the only requirement being that one bulb of each type be employed on each side of the vehicle, and that the light emitted from the bulbs be visible to persons exterior of the vehicle and at therear thereof.

A further object of the invention is to provide a pilot lamp which willindicate to the vehicle operator the status of the direction signal lights.

As a further object the invention contemplates the provision of an electro-responsive circuit breaker associated with the direction signal control switchwhichwill be responsive as a function of the actuation of this switch to a direction signalling position for permitting its return to neutral position approximately a predetermined period of time thereafter. Such circuit breakers are well know in the art, but the current forcontrolling their operation has been the same current that was employed to energize the direction signals, or in other words these two elements were parts of the same circuit. If an intermittently energized direction signal be employed, however, the periodic interruption of this current will prevent the interval of operation of the circuit breaker from being predetermined with any degree of accuracy, and in practice this interval will vary widely in an undesirable manner. The present invention provides a second, or separate, circuit for this circuit breaker, so that a steady current is supplied thereto simultaneously with an intermittent current to a direction signal light.

A still further object is to provide a signal operating shaft mounted for oscillation within the steering shaft of the vehicle, and to provide means whereby the position of the signal operating shaft may be altered when the steering shaft is rotated through a predetermined angle in either direction.

Various other objects and advantages of the invention will be apparent from an inspection of the drawings and from the following description.

In the drawings: Figure l is a top, plan view of a central prtion of a vehicle steering Wheel equipped with a preferred form of controllever.

Figure 2 is asection along AA of Figure 1.

Figure 3 is a section of an assembly near the lower endof the vehicle steering column taken on thesame plane as Figure 2.

Figure 4 is a section along B-B of Figure 3, also showing in more or less diagrammatic manner a preferred form of circuit organization.

Figure 5 is a section along C-C of Figure 3.

Figure 6 is a detailed view of certain parts of Figure 3, showing the position assumed by the thermostatic element when the steering shaft is rotated through the proper angle.

Figure 7 is an enlarged view of a portion of Figure 3 along the line DD.

Figure 8 is a view showing the relative position assumed by the elements of Figure 7 when the control handle of Figure 1 has been moved to the, left.

Figure 9 shows diagrammatically certain electrical elements of Figure 4 in. a modification of the circuit organization.

In the accompanying drawings the electrical parts are shown symbolically together with the mechanical parts and connections, but the showingis merely suggestive and must be modified to meet the particular requirements of the different makes of vehicles upon which the system is to be. installed. Throughout the specification the same letters or numbers refer to. similar elements.

In the drawings a number of conventional elements are shown. These include a battery or source of current B, a normally open brake pedal operated switch, and a tail light switch. For convenience these two switches will. hereinafter be referred to as the brake and tail switches. Also shown, in Figure4, is a pair of standard single-filament electric lamps constituting right.

and left rear signal lights as illustrated, and in Figure 9 four such electric lamps arranged in groups of two. These electriclamps or groups are intended to be located. on relatively opposite sides of the vehicle and so positioned that, when illuminated, the light emitted therefrom will be visible to persons exterior of the vehicle and at the. rear thereof.

In addition, Figure 4 shows a current limiting resistance R and a current interrupter or flasher. This flasher is preferably of the thermostatic type, but may be motor driven or any other form known in the art. It is intended to operate at a predetermined frequency.

In the preferred form of the invention illustrated, the direction signal control switch lever and the horn button are positioned within convenient reach of the vehicle operator so as to be coincidently actuated thereby to cause the horn and/or one of the direction signal lights to be energized. In other Words, these controls may be actuated separately or together with one motion of the operators hand. Accordingly there is pro vided the handle or lever Ill preferably made of metal or Bakelite and securely positioned in a circular member II, also preferably made of to the shaft 28 by means of the screw 33.

Bakelite.

The steering wheel I2 provided with a supporting flange I9 is keyed to the hollow steering shaft 2| of the vehicle, being held in place by the lock nut in a conventional manner. Within this steering shaft 2| is concentrically mounted a hollow shaft 25, these two shafts being free to rotate independently of each other.

Shownin Figure 2 is a second moldedv member I8 supported on the flanged portion of the shaft 25. The two members l8 and H are securely fastened to each other and to the flanged. portion of the shaft by means of the screws 26 and 21, sothat movement of the handle l0 causes a corresponding movement of the shaft 25. The steering shaft 2|, of'course, forms part of the vehicle steering mechanism, the remainder not being shown.

In the center of the molded member [I is formed an. opening to receive the horn button l3. This button is composed of such material as will allow light from the lamp I6 to pass through it. Beneath this horn button I3 is a stamping [4 having an open center, and this horn button assembly is designed to move in. the usual manner along the sides of the opening in the. molded member H. The standard horn spring 15 is also shown, aswell as horncircuit contacts, but inasmuch. as the entire horn button assembly operates both electrically and mechanically in a conventional fashion no further description is believed to be necessary.

Positionedin the molded member I8 is a lamp base or support ll holding the lamp l 6, this lamp being placed. within the circular hornv spring l5 as shown. Within the hollow shaft 25 run two leads 22 and 23 for supplying current to the lamp l6, and also a lead 24 for supp ying current to thehorn button contacts in the conventional manner.

Shown in Figures 3 is a housing 29 formed of Bakelite or other insulating material and secured This shaft 28 is fixed or non-rotatable, and is secured against such rotation through a connection to some rigid part of the vehicle, the connecting means not being illustrated. The three shafts 2|, 25 and 28 are concentrically mounted. A bit-metallic thermostat 38 mounted on the ring 39 is also secured to the fixed shaft 28 by means of the screw 34.

A disc 3| provided with two cams 52 and 53 (see Figure 5) is secured to the steering shaft 21 by means of the screw 35. A flanged disc 32 formed of Bakelite or other insulating material is secured to the signal operating shaft 25 by means of the screw 36. A spring metal cover 31 encloses the open end of the housing 29, except that an opening therein allows passage of the leads 22, 23 and 24.

The outer flange of the disc 32 is formed with two curved extending portions and 62, best seen by reference to Figure 7. A metal strip 43 overlies the upper surface of this flange, and itself has two curved extending portions 59 and BI, corresponding to the curved extending portions 60 and 62 of the flange. This metal strip 43, however, is cut away or recessed between the curved extending portions in the manner best shown in Figure 7.

A spring metal contact 39 is formed as shown in Figures 6 and 7, and this contact as well as the metal strip 43 and the outer flange of the disc 32 are all secured together by means of the rivets 4| and 5|.

Around the lower portion of the outer flange of the disc 32 are secured two other spring metal contacts 4|] and 54, the contact 40 being held in place by the rivet 42, while the rivet for holding the contact 54 is not shown. Around the inner circumference of the housing 29 are grouped a plurality of switch contacts, best seen by reference to Figure 4. At the top of the housing is a contact 41 having a binding post 49 on the outer circumference of the housing. In a like manner the lower portion of the housing has contacts 55, 55, 48, 51 and 58, connected respectively to binding posts 5|, 52, 50, 53 and 70.

A spring leaf 44 is securely attached by means of the screw 45 to the flanged disc 32. A slotted member 45 secured to the wall of the housingZS allows the spring leaf 44 to ride along it when the shaft 25 is rotated in either direction, this rotation causing the leaf 44 to bend and be placed under tension. This spring leaf is designed to return the signal operating shaft 25 to neutral position when free to do so.

The circuit organization of Figure 4 includes a conventional tail light switch, the usual brake pedal operated stop-light switch, and a pair of standard single-filament electric bulbs constituting right and left rear signal lights. Also shown is a battery or source of current B, a current limiting resistance R, an adjustable resistance II, a current interrupter or flasher, and a pilot lamp Hi. It is assumed that the lead 24 of Figures 4 and 9 is connected to a conventional horn and thence up through the shaft 25 as shownin Figures 2 and 3.

In Figure 9 the circuit organization of Figure 4 is modified, the flasher being omitted and four signal lights 36, 61, 58. and 59 being employed.

Control switch operation The operation of the direction signal control switch alone will first be described, omitting for the present the operation of the circuit organizations shown in Figures 4 and 9, and only assuming that current is supplied to the binding post 49.

As previously stated, the thermostat 33 is securely attached to the fixed shaft 23. This thermostat is so designed that it forms in efiect a spring element which normally assumes the straight position shown in Figure 3, but which may be forced at any time to assume the bent I, or curved position shown in Figure 6. This re sults either from the action of one of the cams 52 and 53 when the disc 3| is rotated (Figure 6), or when the control handle I0 is actuated by the vehicle operator causing the shaft 25 and thus the disc 32 to be rotated. This rotation of the disc 32 results in an outward pressure upon the thermostat by one of the curved extending portions 59, 60, 6| and 62, depending upon the position of the handle I0 prior to actuation and also upon the direction in which the handle is rotated.

In addition, the thermostat 38 assumes a similar bent or curved position when current from the battery B is passed through it. No heating coil or winding for the thermostat is shown, as its composition and dimensions may be selected so as to dispense with the necessity for such a coil, especially since it has, compared to a majority of thermostatic devices, a relatively long interval of operation-say for example thirty seconds. However it will be obvious to those skilled in the art that such a heating coil may readily be employed if desired, the coil being preferably enclosed by a spring metal cover so as not to be damaged by repeated contact with the cams 52 and 53.

When the wheels of the vehicle are positioned for straight forward travel and the handle In is in neutral position the various elements of Figures 1, 2, 3, 4, 5 and 7 will have the relative position shown therein, this constituting their neutral position. Assume now that the vehicle operator wishes to indicate his intention of turning the vehicle, as for example to the left. He will then actuate the control handle H! to the left. consequently rotating'the members H and I8 and the signal operating shaft 25. r

The rotation of the shaft 25 will rotate the flanged disc 32 with its curved extending portions 60 and 62, as well as their associated elements, the metal strip 43 and the contact 39. The movement of the curved extending portion 60 will result first in its contact with the thermostat 38 (see Figure 7), and then in its forcing this element away from normal position (in Figure 7-, to the right). Continued rotation of the disc 32 will allow the thermostat to spring back to normal position around the curved extending portion 59 of the metal strip 43, and the parts will assume the relative position shown in Figure 8.

The position of the elements in Figure 8 constitutes the left settable direction signalling position of the handle l0. After such an actuation of this control handle, the operator may remove his hand from the handle and it will remain in this settable position, as the tension of the spring 'disc 32 and its associated parts are prevented from being returned to neutral position as would normally result from 'the action of the spring 44. However, it should be not'edthat the vehicle operator may under the above conditions (Figure 8) rotate'the handle 10 to the right to force the curved extending portion 59-past the thermostat 38, and return the switch to neutral or to the right direction signalling position. The manual control dominates all the automatic controls, so that at any time following any movement of the handle ID a' sudden change to any other position is permissible.

It has been assumed that the vehicle is traveling straight forward and that the driver has indicated his intention of turning the vehicle to the left. In making the turn the steering wheel I2 is operated, and consequently the steering shaft 2| and the disc 3| secured thereto are both rotated counter-clockwise. When this rotation has reached a predetermined angle the cam 53 will engage the thermostat 38, and further movement will force the thermostat away from the disc 3| in the manner shown in Figure 6;

When this occurs, the curved'extending portion 59 will be free to move past thethermostat 38, and such movement will result due to the action of the spring 44. The elements of- Figure 8 will resume their relative position of Figure 7, and of course the handle ID will likewise be returned to neutral position. Continued rotation of the shaft 2| will move the cam 53 past and away from the thermostat 38, the latter springing back to normal or straight position. Thus are means provided for the automatic return of the direction signal control switch to neutral position when the indicatedturn is actually made.

It has been assumed that the vehicle operator carried out his intention of turning the vehicle. Suppose, however, that after indicating his intention as above described he alters this intention and continues to operate the vehicle on a straight course. Normally under such conditions he should return the handle I!) to neutral position. Nevertheless, should he neglect to do so for any reason, the present invention provides means for-automatically doing this without any attention on his part, instead of having the erroneous indication continue indefinitely as would otherwise be the case.

Referring to Figure 8, it will be seen that with the handle ID in its left settable direction signalling position the curved extending portion 59 is in contact with the thermostat 38. Current will thus flow from the binding post 49 (it has been assumed that current is supplied thereto, the circuit organization of Figure 4 being subsequently described) through contact 41, spring contact 39, metal strip 43, curvedextending portion 59, thermostat 38, ring 38 to the grounded shaft 28-, and the thermostat 38 will be heated. This heating will cause the thermostat to bend away from the disc 3! in the usual manner, and sufficient heating will result in its movement beyond the curved extending portion 59, The spring 44 now being free to return the disc 32 to neutral position it will do so.

The operation of the direction signal control switch is similar in theory for a right indication as for the left indication taken above as an example.

The time required by the thermostat 38 to heat sufficiently to allow the curved extending portion 58 (or Bl) to be moved past it by the spring 44 should preferably be chosen so as to ordinarily allow enough time for the vehicle operator to make an indicated turn, and this thermostatically controlled resetting means should normally operate only in case the vehicle operator neglects to return the handle ID to neutral position following an altered intention. In the usual sequence of operation the handle 10 will be returned to neutral position through operation of the steering gear controlled means as above described.

If desired an adjustable resistance H may be inserted between the battery B and the binding post 49 as illustrated. The adjustment of this resistance will determine the time interval of operation of the thermostatically controlled resetting means above described. If no control over the current supplied to the binding post 49 is found necessary this resistance may be omitted.

The earns 52 and 53 may be placed at any points desired on the face of the disc 3| so as to allow for any desired angle of rotation (less than approximately 180) before making contact with the thermostat 38, and in fact only one cam need be employed for a desired rotation of approximately 180. 4

It will be observed that the vehicle operator may actuate the handle ID to a settable direction signalling position (as in Figure 8) and then continue the movement so as to keep the curved extending portion 59 (or 6|) away from electrical contact with the thermostat 38. After manually holding the handle [8 against the tension of the spring 44 for any desired period a subsequent release of the handle will establish contact between the elements 38 and 59 (or 6!) and heating of the former will begin.

It should be again emphasized that at any time, no matter what the status of the various elements may be, the handle 19 may be promptly moved stop light signal intensity.

from any position to any other position.

Signal light operation The circuit organizations of Figures 4 and 9 will now be described, in each of which this direction signal control switch forms an integral part.

Referring first to Figure 4, it will be seen that contacts 41, 55, 56, 48, 51 and 58 are positioned in fixed spaced relation in the housing 29, and that contacts 39, 49 and 54 are securely attached to the disc 32. The relation of these contacts as shown in Figure 4 constitutes the neutral position of the switch. As such, the contact 30 is in electrical engagement with the contact 41, the contact 48 is in electrical engagement with both contacts 56 and 48, and the contact 54 is in electrical engagement with both contacts 48 and 51.

When the handle I 0 is actuated, as for example to the left, the disc 32 will likewise be actuated as described above. In Figure 4 this rotation will be clockwise, due to the manner of taking the sectional view. The rotation will cause the spring contacts 39, 40 and 54 to be rotated, moving the contact 40 out of electrical engagement with the contact 48 and into electrical engagement with the contact 55, while remaining in electrical engagement with the contact 56. The switch is so designed, however, that this rotation will not disturb the electrical engagement of the contacts 39 and 41, and similarly the contact 54 will remain in electrical engagement with both contacts 48 and 51.

For a right actuation of the handle 18 the contact 54 will bridge the contacts 5'! and 58, while i the contact 40 will continue to bridge the contacts 56 and 48.

The spring contact 39 is intended to remain in electrical engagement with the contact 41 at all times and under all operating conditions.

It is now believed that the operation of the circuit organization of Figure 4 will be apparent from an inspection of the drawings. It should be noted that current is constantly supplied to the binding post 49 through the resistance H. and that current is likewise supplied directly to the horn connection 24. The right and left rear signal lights illustrated should be so chosen that when energized by the full strength of the battery B they will have an illumination of conventional The resistance R is preferably chosen so as to reduce this illumination to conventional tail light signal intensity.

During periods of good visibility the driver will normally operate the vehicle with the brake and tail switches in open circuit position. With the handle I 0 in neutral at such time no current will flow in thesystem of Figure 4. If the driver now desires to display a direction signal he will actu-- ate the handle [0, say for example to the left.

This will cause current to flow from battery B through the flasher and then through elements 55, 40, 56, 52 to the left rear signal light which will be intermittently energized due to the action of the flasher. The right. rear signal light will remain deenergized.

No reference light is necessary during periods of good visibility, as the structure of the vehicle itself serves as a reference for the flashing light. When the outlines of the vehicle can be seen the position of a flashing light thereon is instantly located to an observer.

Suppose now the handle Hi to be in neutral. Closing of the tail switch causes current to flow from battery B through elements tail switch, R, 50, 48, 4|), 54, 56, 51, 52 and 53 to both rear si nal lights to constantly energize them at tail light signal intensity due to the current limiting action of the resistance R. Closing of the brake switch will now in effect short-circuit the tail switch and its series resistance, and both rear signal lights will be constantly energized at stop light signal intensity. It will thus be seen that when the brake switch is closed it is immaterial as to whether or not the tail switch is closed insofar as its effect on the signal lights is concerned. Opening of the brake switch of course returns control to the tail switch.

Now assume that while the tail switch is closed,

the brake switch open, and both rear signal lights constantly energized at tail light signal intensity, the operator actuates the handle It to the left. This will cause current to flow from battery B through elements flasher, 5|, 55, 4t], 55, 52 to the left rear signal light which will be intermittently energized. At the same time current will continue to flow through elements tail switch, R, 59, 48, 54, 51, 53 to the right rear signal light which will continue to be constantly energized at tail light signal intensity.

If the brake switch be closed under the above conditions, the intensity of illumination of the right rear signal light will be increased to stop light signal intensity without affecting the interinittent energization of the left rear signal light. It will now be seen that the sequence of operation of the three circuit controls does not in any way affect the final status of the signal lights.

The theory of operation of the circuit of Figure 4 is similar for a right actuation of the handle ID as for the left actuation taken above as an example.

When either of the rear signal lights in Figure 4 is intermittently energized as described above, current will at the same time flow through the pilot lamp l6 which is connected in parallel electrical relation with the flasher as illustrated. However, since the capacity of each of the rear signal lights is assumed to be much greater than the capacity of the pilot lamp I6, the latter will in efiect -be short-circuited each time that the flasher passes current, and will only be visibly energized when the flasher is open. This will result in an alternate flashing of the lamp l6 and one of the rear signal lights, depending on whether the handle I0 is in right or left indicating position.

Figure 9 is a modification of Figure 4. The flasher is omitted and an additional pair of rear signal lights added. The lights are intended to be grouped as shown, 68 and 68 on the left of the vehicle and El and 58 on the right side. While the lights are grouped as shown by the broken lines in Figure 9, it is not necessary that the two lights on one side of the vehicle be in the same casing or container. They may be as widely'separated as desired as long as they remain on one side of the vehicle and are visible from the rear.

In Figure 9 a direction signal is indicated by constantly energizing one of the lamps 68 and 69. In this circuit organization the lamps 66. and 61 perform the functions of tail and stop lamps only, and should be provided with the conventional red lenses. The lamps 68 and 69 should be provided with suitable'distinguishing lenses, either of a different color or of a desired shape or form, as for instance an arrow, or a combination of such distinguishing characteristics.

The operating relation of the switch contacts 39, 41, 55, 56, 51, 58, 48, 40 and 54 is identical in both Figures 4 and 9. It will therefore not be repeated. The operation of the organization of Figure 9 will thus be obvious from an inspection of the circuit connections, and it will only be said that, with the handle II! in neutral, closing of the tail switch will cause the lamps 66 and 61 to be constantly energized at tail light signal intensity. Closing of the brake switch will cause the same lamps to be constantly energized at stop light signal intensity.

When the handle I0 is rotated, as to the left, the lamp 68 will be constantly energized to indicate a direction signal. Current will at the same time flow (if either the tail or brake switch be closed) through both lamps 66 and 61, resulting in a tail or stop indication on both sidesof the vehicle concurrently with a directional indication on one side of the vehicle.

When the lamp 68 is constantly energized as a direction signal as described above, current will at the same time flow through elements 23,- I6, 22, 69 to ground. However, since the capacity of the lamp 69 (or 68) is assumed to be much greater than the capacity of the pilot lamp Hi, the latter will be illuminated while the former will not be visibly energized.

The present disclosure thus includes many features. It enables the vehicle operator to indicate his intention of making a turn. If he actually makes the turn the indication will be automatically terminated. If he does not make the'turn, and neglects to stop the indication. it will stop automatically after an interval of time. .If he should alter his intention at any time afterindicating it, he may promptly change theindication. With the same hand he may operate'thehorn and indicate a direction signal, either separately or simultaneously as desired, and with-easy,' natural movements. He has visible to him at all times a check on the operation of his direction signal lights. The customarytailand stopindications are also available to him. a e

While I have shown and described, and have pointed out in the annexed claims, certain'novel features of my invention, it will be understood that various omissions, substitutions and changes in the form and details of the device illustrated may be made by those skilled in' they art without departing from the spirit ofIthe-inve'ntibri;

Iclaim:

1. A manually closable switch; a signal circuit including the switch; a control circuit alsoincluding the switch; a current source common to both circuits; said 'swit'chdesign'ed to energize both said circuits whenclosed; an electrically energized time-delay means in said control circuit; said time-delay means entering into me chanical engagement with the saidswitch'upon manual closing of the latter and designed to op erate approximately after a predetermined period of uninterrupted energization of the said control circuit following the closing of said switch to result in an opening of said switch and a consequent deenergization of both said circuits; an interruption in the energization of the said control circuit during the said predetermined period resulting in a deenergization of the said timedelay means, a postponement of itsoperation, and a corresponding maintenance of the energization of the said signal circuit.

2. In combination on a vehicle having a steering shaft; a pair of direction signal lights; a switch mounted at the lower end of said steering shaft, said switch having a neutral position and manually operable selectively to two settable direction signalling positions; means for biasing said switch to neutral position; means, including a source of current, responsive to the manual operation of said switch to either settable direction signalling position to energize one of said lights; and means responsive to a subsequent rotation of the said steering shaft through approximately a predetermined angle in either direction for releasing said switch from said settable position and permitting the said biasing means to return it to neutral position.

3. On a vehicle, the combination of .a hollow steering shaft, a steering wheel on the shaft, a signal operating shaft mounted for oscillation within the steering shaft and provided with an operating member at the upper end thereof, said operating member having an ofi position and an on position, a signal exterior of the vehicle, means responsive to the movement of the operating member to on position to energize the signal, means responsive as a function of the rotation of the steering wheel for returning the operating member to 01f position, and means responsive as a function of the movement of the operating member to on position for returning the member to off position a predetermined period of time thereafter in the event that the member has not been previously returned to off position through operation of the second named means.

4. In a vehicle signalling system, two pairs of signal lights, one pair mounted on each side at the'rear of the vehicle, each pair comprising a direction signal light and a stop-tail signal light; a taillight switch; a normally upon brake pedal operated switch; a third switch having a neutral position and manually operable selectively to two direction signalling positions; means, including a, source of current, responsive to the closing of said first mentioned switch when said second mentioned, switch is in open circuit position and said third :switch is in neutral position to constantly energize the stop-tail signal light in each of the said pairs at tail light signal intensity; meansresponsive to the closing of said second mentioned switch while said third switch remains in neutral position to constantly energize the stop-tail signal light in each of the said pairs at stop light signal intensity; and means responsive to the closing of said third switch in either direction signalling position while said second mentioned switch remains closed to constantly energize the direction signal light in one of the said pairs while the stop-tail signal light in each of the said pairs remains constantly energized at stop light signal intensity; all of said means having elements in common.

5. In a signalling system on a vehicle equipped with a steering mechanism, two pairs of signal lights, one pair mounted on each side at the rear of the vehicle, each pair comprising'a direction signal light and a stop-tail signal light, a tail light switch, a normally open brake pedal operated switch, a third switch having a, neutral position and manually operable selectively to two direction signalling positions; means, including a source of current, responsive to the closing of said first mentioned switch when said second mentioned switch isin open circuit position to constantly energize the stop-tail signal light in each of the said pairs at tail light signal intensity, said third switch being in neutral position; means responsive to the closing of said second mentioned switch while said third switch remains in neutral position to constantly energize the stop-tail signal light in each of the said pairs at stop light signal intensity; means responsive to the closing of said third switch in either direction signalling position while said second mentioned switch remains closed to constantly energize the direction signal light in one of the said pairs while the stop-tail signal light in each of the said pairs remains constantly energized at stop light signal intensity; all of said means having elements in common; and further means subsequently responsive as a function of the selective operation of the vehicle steering mechanism for controlling the return of the third switch to neutral position.

6. In a vehicle signalling system, a pair of signal lights mounted on relatively opposite sides of the vehicle and visible from the rear thereof, a tail light switch, a normally open brake pedal operated switch, a third switch having a neutral position and manually operable selectively to two direction signalling positions; means, including a source of current, responsive to the closing of said first mentioned switch when said second mentioned switch is in open circuit position and said third switch is in neutral position to constantly energize both signal lights at tail light signal intensity; means responsive to the closing of said second mentioned switch While said third switch remains in neutral position to constantly energize both signal lights at stop light signal intensity; means, including a current interrupter, responsive to the closing of said third switch in either direction signalling position while said second mentioned switch remains closed to intermittently energize one of said signal lights while the other signal light remains constantly energized at stop light signal intensity; all of said means having elements in common; and a second current interrupter initially energized as a function of th closing of said third switch in either direction signalling position for controlling its return to neutral position approximately a predetermined interval of time thereafter.

7. In a signalling system on a vehicle equipped with a steering mechanism, a pair of signal lights mounted on opposite sides at the rear of the vehicle, a tail light switch, a second switchhaving a neutral position and manually operable selectively to two direction signalling positions; means, including a source of current, responsive to the closing of said first mentioned switchwhen said second switch is in neutral position to constantly energize both signal lights at tail light signal intensity; means, including a current interrupter, responsive to the closing of said second switch in either direction signalling position while said first mentioned switch remains closed to intermittently energize one of said signal lights while the other light remains constantly energized at tail light signal intensity; both of said means having elements in common; and multiple-controlled means for returning said second switch to neutral position, said means being mechanically controlled as a function of the selective operation of the said steering mechanism, said means being electrically controlled approximately a predetermined period of time after the manual operation of said second switch to either direction signalling position in the event that the mechanical control has not operated during this period.

8. In a vehicle signalling system, two pairs of signal lights, one pair mounted on each side at the rear of the vehicle, each pair comprising a direction signal light and a stop-tail signal light, a tail light switch, a normally open brake pedal operated switch, a third switch having a neutral position and manually operable selectively to two direction signalling positions; means, including a source of current, responsive to the closing of said first mentioned switch when said second mentioned switch is in open circuit position and said third switch is in neutral position to constantly energize the stop-tail signal light in each of the said pairs at tail light signal intensity; means responsive to the closing of said second mentioned switch while said third switch remains in neutral position to constantly energize the stop-tail signal light in each of the said pairs at stop light signal intensity; means responsive to the closing of said third switch in either direction signalling position while said second mentioned switch remains closed to constantly energize the direction signal light in one of the said pairs while the stop-tail signal light in each of the said pairs remains constantly energized at stop light signal intensity; all of said means having elements in common; and further means initially energized as a function of the closing of the said third switch in either direction signalling position for controlling its return to neutral position approximately a predetermined period of time thereafter.

9. In a signalling system on a vehicle equipped with a steering mechanism, a pair of signal lights mounted on relatively opposite sides of the vehicle and visible from the rear thereof, a tail light switch, a normally open brake pedal operated switch, a third switch biased to neutral position and manually operable selectively to two settable direction signalling positions; means, including a source of current, responsive to the closing of said first mentioned switch when said second mentioned switch is in open circuit position and said third switch is in neutral position to constantly energize both signal lights at tail light signal intensity; means, including a current interrupter, responsive to the closing of said third switch in either direction signalling position as said first mentioned switch remains closed and said second mentioned switch remains open to intermittently energize one of the said lights while the other light remains constantly energized at tail light signal intensity; means, responsive to the closing of said second mentioned switch while said third switch remains closed to increase the energization of the said constantly energized light to stop light signal intensity while the other light remains intermittently energized; all of said means having elements in common; and further means responsive as a function of the selective operation of the vehicle steering mechanism for returning the said third switch to neutral position.

10. In a signalling system on a vehicle equipped with a steering mechanism, a pair of signal lights mounted on opposite sides of the vehicle and at the rear thereof, a normally open brake pedal operated switch, a second switch having a neutral position and manually operable selectively to two settable direction signalling positions; means, including a source of current, responsive to the closing of said first mentioned switch when said second switch is in neutral position to constantly energize both signal lights at stop light signal intensity; means, including a current interrupter, responsive to the closing of said second switch in either direction signalling position while said first mentioned switch remains closed to intermittently energize one of the said signal lights while the other light remains constantly energized at stop light signal intensity; both of said means having elements in common; and further multiple-controlled means for returning the second switch to neutral position, said means being mechanically controlled as a function of the selective operation of the vehicle steering mechanism, said means being electrically controlled approximately a, predetermined period of time after the manual operation of the second switch to either of said settable direction signalling positions in the event that the said mechanical control has not operated during this predetermined period.

HOWARD J. MURRAY, JR. 

